Automatic train-stop



E. J. WOOD. AUTOMATIC TRAIN STOP. wruunog men NOV. 5. 1920.

Patehted Jan. 18,1921.

2 SHEETS-SHEET I.

Patented Jan. 18, 1921.

0 v2 DI 9 1 N5 mw AN R m mm MN MW u m m F A 2 SHEETS-SH EET 2.

NW NW UNITED STATES PATENT OFFICE.

Acronyms answerer;

i c et m r n a r ram: Patented J an. is, 1921.

Appiication filed November 5, 1920. SeriaLNo. 421 847.

To all 20 7mm it mag concern:

Be it known that I,- EDGAR J. Woon, of

@Elkland, in the county; of Tiog'a andState of Pennsylvania, havcinvented certain new and useful Improvements; 111 Automatic Train-Stops; and I do hereby declare the following to he a full, clear; and exact description oi the invention,-su ch as will en able others skilled injthc-art; to which; it appertainstomakeland use the same.

My invention relates to automatic train stops, and the object of the invention is to providea simple and highly efiicient mechanism which will automatically operate the thereto and indicating a semaphore set in position for engagement with the lever arm. Fig. 2 is an enlarged view of my improvement in side elevation, the semaphore arm being shown in section. a Fig. is a sectional view on line 3-3, Fig.; 2. Fig.4 is a detail showing a portion of thetrip device. Fig.5

shows a slight'modification of the tripping sectional view on Referring to the drawings, the cahof an engine is indicated at and the semaphore arm of known form .t B; Mountedon the top of the cab atone side is a housing 1 111 whlch are hearings 2,; 3 fora transverse shatt i, the cranked end 5 otwhich s connected by a link 6 with; a lever 7 pivoted at 8 on a bracket 9 secured to the inside of the cab, a springylfl tending to normally hold this leverin an approximately horizontal position and locking engagement with a lip 12 of avweight l3. Thisweight is fast on a crankshaft 1 4 having itsjhejarings in ears 15 ofa bracket 16 secured to the cab and the"turning movement of the weight is effective through its crank 14 to operate a rod 17 to turn the engineers valve indicated at C. It is manifest that while I haveshownthe valve with a horizontally disposed handle valves otherwisepositioned ay be effectively actuated by mp changi the connection between the rod 17 and the valve handle. The extent of movement of the weight 13 is. controlled by a spring 18. c p I i i, p The shafts has an extension 19 to which is sechred an arm 20, the arm being mainspring catch Qlcarried by the arm and extending outwardly therefrominto an a perture 22 of part of the housing. 1. This spring catchis .designed to be; disengaged taincd in a normally upright position by a tE roin-its normal locking position hy either i two trip fingers 23 each of which has a pivotal CODllQQtlQll with the arm 20 on opposlte sides of its center line, a horizontally disposed portion 24-. of the finger having a notch 25 which takes in a pin 26 spanning the prong-ed end of the catch .21.: p The outer portions of the fingers are disposed upwardly at an angle to the perpendicular in such spaced relation to the armQOas to insure engagement otthefinger by tlie semaphore arm suiliciently advance of corn tact lietween the semaphore and the arm 20 to allow the finger to trip the catch thus releasii'ig the arm 20 and permitting it to he rocked by its contact :ivitlrthe semaphore arm and to operate the parts heretofore described for actnatlngi the engineefls' valve.

will he seen that twoof thesetrip fingers are required, one eifectivein forward runhackin ,Qthe arm 20 heingoperahle in either .direction of Qniovement otththe engine. In (the. event that two locomotives equipped with my improved device are used I arrange fl or disconnection of the mechanism of one the engines. This is effectively done by removing"cotter pin 30 and disconnecting linkfi and lever"(. heretofore described has been actuated by After the mechanism engagement with the semaphore the parts may be readily and iqnicltly restored to normal position by pulling on one or the other o l two cords 31 attached to a crossfarm 32 "f astlon the shaft 4 ainlat the same time lifting the weight .13 hy'meansof handle 33 into its proper position with its lip en- In order to avoidany troublein the operation of the mechanism herein described hing ot' the "locomotive and the other in a p becauseof freezing a t-" the point where the p spring catch 21 engages the housing I run a; steam pipe through the housing; as indicatedflat 34, the pipe being connected with the steamdine of the {train supply; This engagement is effective to keep the housing heated to a freeze preventingdegree.

' In Fig; 5 I have shown a slightly different arrangement ofthe means for operating the spring catch which normally holds the arm 7 in upright position; The trip fingers 23 are each pivotally connected with the arm 2001i opposite sides of its center line, the end of the horizontally disposed portion 24 having a sector gear 25*, the gears of the two i fingers'intermeshing. Each of the fingers is connected with the catch 21" so as to dis engage the catch to permit turning of the arm 20. Theconnection between each finger and the catch includes a perpendicular rod 26 having a horizontally disposed portion 27,the latter having appropriate connection with the catch 21. In the operation, of thedevice, contact with either finger 23 will trip the catch and the formation of the parts is such that both fingers will move,

the gearedends insuring this. It will be understood thatthis functioning of both fingers aids'intheeasy withdrawal of the catch and prevents any eanting of the catch. "In operation, with the mechanism in normal position, engagement between the semaphore Band one of the trip fingers 23 will disengage the spring catch 21 and permit the arm ZU to be rockedby the semaphore,

thus turning the'shaft 4: and through its cranked connection with the lever 7 turning the latter to disengage the end of the lever and the lip 12 of the weight 13, the latter immediately dropping and through its cranked connection with the rod 17 actuating the engineers valve. The parts are restored to normal position infthe manner 'beforefdescribed. The advantages of my 40 invention will beappareiit. It will be observedthat I have provided a very simple 1 order orrequire constant attention.

and effective device for applying the air b rake'svinlthe event the engineer has failed to observe the signal set against him and that the mechanism entering into the make- 1. M chanism for automaticallyactuatof a locomotive, a crank shaft supported in said housing, a lever supported in the cab ring the air. brake system of a railway train through the instrumentality of a signal arm including a housing superposed on the cab 'and having a linked connection with said crank shaft,a weight maintained in upright posit on by said lever,a valve actuating rod connected with said weight, an arm on said crank shaft, meansv for locking said arm in upright position," and tripping means carried by said arm for releasing said last mentioned means to permit said arm to rock said crank shaft and turn said lever to free the weight.

2. Mechanism for automatically actuating the air brake system of a railway train through the instrumentality of a signal arm including a housing superposed on the cab of a locomotive, a crank shaft supported in said housing, a lever supported in the cab and having a linked connection with said crank shaft, a weight supported for turning movement in said cab, said weight being maintained in upright position by said lever, a valve actuating rod connected with said weight, an arm on said crank shaft,

means for locking said arm in upright position, and tripping means carried by said arm for releasing said last mentioned means to permit said arm to rock said crank shaft and turn said lever to free the weight.

3. Mechanism for automatically actuating the air brake system of a railway train through the instrumentality of a signal arm including a housing superposed on the cab of a locomotive, a crank shaft supported in said housing, a lever supported in the cab and having a linked connection with said crank shaft, a weight maintained in upright position by said lever, a valve actuating rod connected with said weight, an arm on said crank shaft, a spring catch for locking said arm in upright position, and tripping members carried by said arm for releasing said spring catch, said members being operable in the forward or rearward movement of the locomotive, release of said spring catch permitting said arm to rock said crank shaft and turn said lever to free the weight.

4. Mechanism for automatically actuating the air brake system of a railway train through the instrumentality of a signal arm including a housing superposed on the cab of a locomotive, a crank shaft supported in said housing, a lever supported in the cab and having a linked connection with said crank shaft, a weight maintained in upright position by said lever, a valve actuating rod connected with said weight, an arm on said crank shaft, a spring catch for locking said arm in upright position, trip fingers having a pivotal connection with said arm and adapted to release said spring catch to perinit said arm to rock said crank shaft and turn said lever to free the weight and a geared connection between said fingers to effect simultaneous movement of said fingers.

5. Mechanism for automatically actuating theyairbrake system of a railway train through the instrumentality of a signal arm including a housing superposed on the cab of a locomotive, a crank shaft supported in said housing, a lever supported in the cab and having a linked connection with said crank shaft, a weight maintained in upright position by said lever, a valve actuating rod connected with said weight, an arm on said crank shaft, a spring catch for locking said arm in upright position, two trip fingers pivotally connected with said arm and each having an independent connection with said spring catch, a geared connection between said trip fingers for effecting thelr simultaneous operation in the forward orrearward movement of the locomotive to release said spring catch to permit said arm to rock sald crank shaft and turn said lever to free the Weight.

6. Mechanism for automatically actuating the air brake system of a railway train through the instrumentality of a signal arm includinga housing superposed on the cab oi? a locomotive, a crank shaft supported in said housing,a lever supported in theca'h and having a linked connection with said crank shaft, a weight maintained in upright position by said lever, a valve actuating rod connected with said weight, an arm on said crank shaft, a spring catch for locking said arm in upright position, two trip fingers pivotally connected with said arm and each having an independent connection with said spring catch, said trip fingers belngoperable i in the forward or rearward movement of the locomotive to release said spring catch to permit said arm to rock said crank shaft of a locomotive, a crank shaft supported in said houslng, a lever supported in the cab and having a linked connection with said crank shaft, a weight maintained in upright posltlon by sald lever, a valve actuating rod connected with said weight, an arm on said crank shaft, a spring catch for lockin said arm in upright position, two trip ingers pivotally connected wlth said arm and each having an independent connection with said spring catch, said trip lingers being operable in the forward or rearward movement oi:

the locomotive to release said spring catch to permit said arm to rock said crank shaft and turn said lever to free the weight, and

a cross arm on said crank shaft for manually rocking it to restore the parts to normal position; a I

In testimony whereof I have signed this specification.

EDGAR J. WOOD. 

